Power transmission



March 31, 1942. A, JQ SYR'OW TAL 2,277,799

OWER TRANSMISSON Filed Sept. 19, '1940 5 Sheets-Sheet 1 Marh 31, 1942. A, J, sYRovY ETAL 2,277,799

POWER TRANSMISSION Filed sept. le, 1940 y 5 sheets-Sheet 2 25 .25:3 5&4 40 www /77 f 'a 2a Y wirf/f4 k March 31, 1942. A, g, SYRQVY ETAL 2,277,799

` POWER TRANSMISSION Filed sept. 1.9, 1940 5 sheets-sheet s Malch 31, 1942- A. J. sYRovY ET A1. 2.277,799

POWER TRANSMISSION 5 Sheets-Smet 4 Filed Sept. 19, 1940 March 31, 1942.

A. J. SYFCOVY ET AL POWER TRANSMISS 10N Filed S-ep. 19, 1940 5 Sheets-Sheet 5 INVENToRs. {gua-Zin' unblocked during Patented Mar. 31, 1942 POWER TRANSMISSION Augustin J. Syrovy and Teno Iavelli, Detroit, l Mich., assgnors to Chrysler Corporation, Highland Park, Mich., a corporation of Delawarev Application September 19, 1940, Serial No. 357,374

(Cl. i4-'472) 17 Claims.

This invention relates to motor vehicles.V and refers more particularly to power transmission and control mechanism therefor.

Our invention has particular reference to improvements in transmissions of the general character illustrated in the copending application of Carl A'. Neracher et al., Serial No. 335,310, led

' May 15, 1940.

It is an object of our inventionl to provide an improved arrangement of control parts, especiallyv the mechanism for controllingshift of the synchronously engaging clutching sleeve, whereby the' parts are more compactly arranged, provide more positive and direct operation of thrust transmission, and accommodate installation where intionA will be more apparent from the following illustrative embodiments thereof, reference being had to the accompanying drawings in which:

Fig. 1 is a side elevational view showing a motor vehicle' engine and power transmission equipped with oux` invention.

VFig. 10 is a top plan view of-a portion of the transmission'showing our sleeve-operating motor assembly swingingly mounted thereon.'

Fig. 11 is a transverse elevational view through the transmissionv showing the linkage for shiftin gthe clutching sleeve.

Fig. 12 is an end elevational view of a portion of the transmission and showing the Fig. l10 motor assembly.

Fig. 13 is a diagrammatic viewof the control mechanism for the automatic clutching sleeve,

the latterbeing shown in its released position.

Fig. 14 is a similar view of the control mech# Y anism in another operating position. the autovterference with other parts of the motor vehicle Fig. 2 is a longitudinal sectional elevational view thrcugn the main clutching mechanism.

Fig. 3 is a similar view through the change speed transmission. f

switch as seen in Fig. 3. Fig. 5 is a -sectional plan Fig. 1 is asimilar view showing the automatic f clutching slve in its coasting relationship. from the Fig. 6 showing, the clutching sleeve being coastfor its clutching move-` ment. Y

Fig. 8 is a similar view showing the automatic clutching sleeve in full clutching engagement.

y view illustrated as a development according to line 5-5'of Fig. 4, the

automatic clutching sleeve being released.

Fig. 6 is a similar view showing the automatic clutching sleeve in itsintermediate shift posi# 4tion during the driving blocking condition.

matic clutching sleeve being engaged.

While our control may be employed in conjunction with various types and arrangements of -motor vehicle transmissions, in order to illustrate one Vdriving system' we have shown our invention in connection with certain salient parts of the aforesaid Neracher et al. application.

In the drawings A represents the internal combustion enginewhich Adrives throughiluid coupling B and conventional type of friction main clutch C to the speed ratio transmission-D'Whence the drive passes from output shaft to drive the rear vehicle wheels in the usual manner.'

The engine crankshaft 2| carriesv the vaned uid coupling impeller 22 which in the well -known manner drives the vaned runner 23 whence the drive passesthrough hub-24 to clutch driving member 25. This Amember thentransmits the drive, when clutchnC is engaged as in Fig. 2, through' driven member 26 to the transmission driving shaft'21 carrying 4the main drive pinion 28. Aclutch pedal 2 9 controls clutch C such that when the: driver depresses this pedal, collar is thrust forward to cause levers 3l to release'the clutch driving pressure plate 32 against springs 33 thereby releasing the drive between runner 23 and-shaft 21.. "I'he primary 'function' ofthe main clutch C is to enable the driver -tojnake manual shifts in transmission D. i

' shaft 35 through an overrunningv clutchE of. the

usual type such that when shaft 21 drives in its usual clockwise direction (looking from front to Fig. 9 is a view similar to Fig. 5 but showing-- condition.

release wherebyv shaft 21, under certain condirear), 'then clutch E will engage to lock gear'll i to countershaft whenever the gear'3 4 tends to tions, may readily drop its speed while countershaft 35 continues to revolve.

Countershaft 35 comprisescluster gears 36, 31 and 38 which respectively provide drives in first,

third and reverse. Freely rotatable on shaft 20 l are the rst and third driven gears 39 and 40 respectively in constant mesh with countershaft gears 36 and 31. A hub 4I is splined on shaft 20 and carries therewith a manually shiftable sleeve 42 adapted to shift from the Fig. 3 neutral position either rearwardly to clutch with teeth 43 of gear 39 or else forwardly to clutch with teeth 44 of gear 40. Sleeve 42 is operably connected to shift rail 45 adapted for operation b`y any suitable means under shifting control of the vehicle driver.

Shaft 28 also carries reverse driven gear 46 fixed thereto. A reverse idler gear 41 is suitably mounted so that when reverse drive is desired, idler 41 is shifted into mesh with gears 38 and 46.

First, third and reverse speed ratio drives and neutral are under manual shift control of the vehicle driver when starting the vehicle from rest, the main clutch C being released by depressing pedal 29 in shifting into any one of these drives.

First is obtained by shifting sleeve 42 to clutch with teeth 43, the drive passing from engine A, through fluid coupling B, clutch C and shaft 21 to pinion 28 thence through gear 34 and clutch E to countershaft 35. From the countershaft the drive is through gears 36, 39 and sleeve 42 to shaft 20.

Third is obtained by shifting sleeve 42 to clutch with teeth 44, the drive passing from the engine to the countershaft 35 as before, thence through gears 31, 40 and sleeve 42 to shaft 20.

Reverse is obtained by shifting idler into mesh I with gears 38, 46, sleeve 42 being in neutral, the reverse drive passing from the engine to the countershaft as before, thence through gears 38, 41 and 46 to shaft 20.

Slidably splined on teeth 48 carried by gear is the automatic clutching sleeve F which, under certain conditions, is 'adapted to shift forwardly to clutch with teeth 49 carried by pinion 28 thereby positively clutching shaft 21 directly to gear 40. This sleeve F is adapted to step-up the speed ratio drive from first to second and from third to fourth which is a direct drive speed ratio. .Control means is provided which limits clutching of sleeve F to approximate synchronism' with teeth 49 and also to a condition of engine coast, sleeve F being prevented from clutching during that condition known as engine drive as when the engine isbeing speeded up under power.

When driving in first, second is obtained by the driver releasing the usual accelerator pedal 50 thereby closing the engine throttle valve and allowing the engine to rapidly coast down. When this occurs, the engine along with shaft 21, pinion 28 and gear 34 all slow down while shaft 20 along with gears 39 and 36 continue their speeds by accommodation of clutch E which now overruns. The engine slows down until teeth 49.are brought to approximate synchronsm with sleeve F which thereupon automatically shifts to clutch with teeth-49 resulting in a two-way drive for second as follows: 'piniorr '28 through sleeve F to gear 49 'thence through gears 31, 36 and 39 to sleeve 42 and shaft 29, the clutch E overrunning.

When driving in third, fourth or direct is ob- -tained just 'as for second by driver release of the `accelerator pedal and resulting shift of sleeve F to clutch with teeth 49 when these parts are synchronized by reason of the engine coasting down from the drive in third. The direct drive is a two-way drive as follows: pinion 28 through sleeve F to gear 40 thence directly through sleeve 42 to shaft 20, clutch E overrunning as before.

Referring to Figs. 4 to 9 there is shown the blocking means for controlling clutching shift of sleeve F so as to limit clutching thereof to engine coasting and synchronous relationship of the clutching parts. Sleeve F is provided with a series of pairs of what may be termed long and short teeth 50, 5l certain of which may be bridged or joined together. A blocker ring 52 is provided with blocking teeth 53 which either lie in the path of forward shift of teeth 50 or 5i or else between these teeth to allow clutching shift of sleeve F. Thus, blocker 52 has, at suitable locations, a drive lug 54 engaged in a slot 55 of gear 49. The blocker is urged under light energizing pressure of spring 56 into constant frictional engagement at 51 with gear 49 so that the blocker tends to rotate with gear 49 within the limits afforded by the travel of lug 54 circumferentially in slot 55.

During drive in first and third, the speed of shaft 21 exceeds the speed of gear 40 so that, if sleeve F is fully released, the parts will be positioned as in Fig. 5 wherein the blocker leads the sleeve F thereby positioning blocker teeth 53 axially in alignment with the short teeth 5I. If now the sleeve F is urged forwardly it will move to the Fig. 6 position of drive blocking and will remain in this blocked position as long as the engine drives the car in first or third.

If now the driver releases the accelerator pedal so that the engine may coast down under accommodation of overrunning clutch E, while sleeve F is urged forwardly, then when gear 49 is reduced in speed to that of sleeve F slight further drop in speed of gear 49 for a fraction of a revolution below thespeed of sleeve F will cause blocker 52 to rotate slightly relative to sleeve -F until blockerteeth 53 strike the adjacent sides of long teeth 50 as in Fig. '1 thereby limiting further reduction in speed of the blocker relative to sleeve F. At this time the sleeve F is free to complete its forward clutching shift with teeth 49, as in Fig. 8, the blocker teeth 53 passing between adjacent long and short teeth 50, 5l. With the sleeve F thus clutched during engine coast, a two-way drive is established in second or fourth depending on whether the manually shiftable sleeve F was set for first or third just prior to the clutching shift of sleeve F.

In the event that sleeve F is urged forwardly from its Fig. 5 position at a time when the gear 40 is rotating faster than pinion 28, then the blocker 52 will lag behind the sleeve and will bei teeth whereby sleeve F clutches only from the drive blocking condition followed by engine coast which protects the teeth and avoids harsh clutching effects on the passengers and transmission mechanism. On accelerating the engine from the Fig. 9 coast blocking condition, the

engine comes up to a speed limited by engagement of the'overrunning clutch E forA drive in either rst or third depending on the setting of the manually shiftable sleeve 42. Then on releasing the acceleratorlpedal the sleeve F will synchronously clutch-with teeth 49 during coast to step-up thedrive to either second or fourth as aforesaid.

The transmission is provided with suitable prime mover means for controlling shift of sleeve FA along with several control means. `Referring particularly to Figs. l to 14 there is illustrated a-pressure fluid operated motor G utilizing airv pressure for its operation. For conveniencev this" motor is arranged to operate by the vacuum in the intake manifoldsystem of the engine under control of electromagnetic means illustrated in the form of -a solenoid H.

Sleeve F is provided with a shift groove 58 engaged as shown in Fig. 11 by the depending arms of a yoke 59 secured to a rock shaft 68 whicht has its ends rotatably supported in the housing of transmission D. One arm of yoke 59 has a forward lever extension 6I carrying a .pin

62 which is engaged by the forked end portion 63 of a lever 64 xed to the inner end of a rockshaft 65. This rockshaft has an outer end extending outside the transmission' casing where it carries the depending lever 66 which is fixed to rockshaft 65. lLever 66 constitutes what may be -termed a follower member and carries an adjustable set screw 61. forming an operating abutment portion of the lever. This lever 66 has another lever arm 61' extending rearwardly therefrom and is engaged by one end of a tension coil spring 68. The upper end of this spring is anchored to the cantilever end of a pin 69 which isseated in one of the casing journals 18 for rotatably supporting the rockshaft 68. v

Forward clutching shift of sleeve F is effected, under control of motor G,'by the spring 68 exerting a pull on lever 61 in a counterclockwise direcand sleeve F and inthe present instance we have provided such means as a system of grounding the primary wire of the usual distributer of the ignition system whereby the engine ignitionmay be momentarily rendered ineiective thereby unloading the torque at sleeve F sufficiently to insure its release by spring13. This ignition interrupting system ies/'under control of an interrupter switchI 83 which is closed against the action of a switch-opening spring 84 by plunger 85 and ball 86 whenever rod'14 moves'between the Fig. 14

and Fig. 1.3 positions by reason of the enlarged..-

rod portion between detents '16, 11; Detent 11 is so arranged that, with the parts as in' Fig. 14 and sleeve F clutched, rod'14 may move forwardly suliiciently to close gap 82 at the lost-motion between -rod portion 15 and lever 66, this movement causing switch 83 to close and ground the ignition. system whereupon spring 13 may then cause further movement of rod 15 to release sleeve F, the switch 83 then opening by detent 16 to restore the ignition system.

The vacuum supply to chamber 88 is under control of solenoid-H which comprises an armature plunger 81 having valvivng parts 88, 89. In

Fig. 1-3 the solenoid H is energized thereby raising plunger 81 against spring 98 to seat valve 89 and shut off the vacuum supply to chamber 88 and at the same time unseat valve 88 so as to vent this chamber through passage 9|, chamber 92. andvent passage 93. When the solenoid is deenergized then spring 98Y lowers plunger 81 there- I it upwardly away from latch 19. The latch 19'A tionas viewed in Figs. 13 and 14. This rotary shaft 65 and lever 64 to pin 62 thereby thrusting sleeve F forwardly. Forward shift of sleeve F is suitably limited as by stop'pin 18 which is fixed to the casing and projects therefrom for engagement by the forward at face 18" of the yoke extension 6| when sleeve F lis fully clutched as .in Fig. 14.

Motor G comprises a casing 1| containing the diaphragm piston 12 urged in va direction to release sleeve F by a spring 13 which is much stronger than the action of spring 68 so that .when'spring 13 expands, `its force will readily J spring 8| catches on'the rear shoulder of detent 18 and holds the parts as in Fig. 14. At this time rod portion 15 moves further than lever 66 by the amount of gap 82, the stop 18 acting on yoke extension 6| limiting forward. movement of sleeve F by spring 68.

In order to provide for release of sleeve F, it is desirable to providev some means for momentarily relieving the torque load at the teeth 49 motion of lever 61 is transferred through rockby seating valve 88 to shut off vent 93 and open valve 89 as in Fig. 14 thereby .opening chamber 88 to the engine intake manifold K through passage 9|, chamber A84, and exible'pipe 95.

A certain lost motion is 'preferably provided.

between plunger 81 and the inwardly bent nger 96 of latch-operator 88" when in th'e Fig. 14 position so' that when the solenoid H islenergized, the plunger 81 strikes the latch-operator and swings is then free toswing upwardly by reason of the relationship between the angle of the shoulder at detent 18 and the pivot point of latch 19, thereby releasing rod 14 for forward movement by spring 13v to release sleeve F. Then when the solenoid is deenergized, the plunger 81 is free to move downwardly allowing the latch 1.9 to subsequently catch atrdetent 18 when vacuum operates piston 12, the parts then remaining in the Fig. 14 posiltion independently of vacuum in chamber 88 until solenoid H is again energized to release the latch and vent chamber 88.

It is deemed-preferable to lprovidea speed control on the energization of solenoid H so as to insure automatic release of sleeve F'below a predetermined car speed and automatic engagement of sleeve' F above a predetermined car speed. Whenever the caris in forward-driving condition the manual sleeve 42 is either shifted rearwardly' tothe low range or forwardly to'the high range so that by driving a governe'r from the countershaft 35 it is possible to provide a speed control operated proportionate to' the speed of travel of the. car. Driven from countershaft gear 91 is a governor J Lof any suitabletype. this governor operating a sleeve 98 outwardly along its drive shaft 99 as the car speed reaches a predetermined point,

the break-away being under control of a detent |88 if desired. I

The sleeve 98 has a shoulder |8| engaged by the swinging switch piece |82 of the' governor switch |83. When the car'is stationary the detent |88 is engaged and switch |83 is closed. As e `control of a switch the car accelerates the governor eventually reaches its critical speed and detent releases thereby causing switch |03 to open. As the car slows down, the governor spring |04 restores the parts to the Fig. 13 position and by proportioning the various parts it is obvious that switch |03 may be made to function at desired speeds proportionate to car travel. As an example of onearrangement of governor operation and gearing arrangement, the governor may be made to open switch |03 during car acceleration in first and third respectively at approximately 7 and 15 M. P. H. (miles per hour) the switch |03 closing on stopping the car in direct and second at approximately 7 and 3 M. P. H. respectively.

The governor solenoid circuit under control of switch 03 comprises ground |05 to switch |03 thence through conductors |06, |01 and |00 to solenoid H thence by conductor |09 to ignition switch ||0, ammeter lli, battery I2 and ground H3.

In Fig. 13 we have illustrated a portion of the engine ignition circuit which extends from battery ||2 and ammeter to ignition switch I0 thence to coil 4 and distributor` H5.

The ignition grounding circuit for rendering the ignition momentarily inoperative comprises a grounding conductor ||6 extending from the distributor 5 to ignition interrupter switch 83 thence by conductor ||1 to-conductor |01 which has a branch ||8 extending to ground ||9 under |20 called the kick-down switch because it is controlled by the accelerator pedal 50 when fully depressed to effect step-down in the transmission speed ratio.

The kick-down solenoid circuit extends from ground 9 through switch |20 and conductors IIB, |01 and |08 through solenoid H and conductor |09 and thence through ignition switch ||0 to grotiind ||3 just as for the governor solenoid circui The kick-down switch |20 is preferably closed when the engine throttle valve |20' (Fig. 1) is fully open. This may be accomplished by ar-- ranging the accelerator pedal 50 for a movement overtravelling its wide open throttle position. Pedal 50 operates a link |2| so as to swing bell cranklever |22, |23'about its pivot |24. Lever arm |22 operates link |25 which is connected to throttle valve lever |26 through a lost motion spring |21. Ordinarily this spring affords a solid connection between link and lever |26 but when pedal 50 is depressed to cause lever |23 to engage stop |28 at wide open throttle, then further depression of pedal 50 will cause nger |29 of lever arm |23 to throw arm |30 of switch |20 upwardly thereby closing switch |20, the spring |21 yielding to accommodate this overtravelling movement of the accelerator pedal. When the pedal is released, then finger |3| restores switch I9 to open the kick-down solenoid circuit.

The motor G, including rod 13, solenoid H and switch 83, is pivotally or swingingly mounted on the side of the transmission D. By swinging the motor about its pivot, rod 15 may be misaligned with respect to lever 88 so that the motor is, in eiect, rendered inoperative insofar as it has any control on sleeve F. This allows spring 68 to engage sleeve F independently of vacuum and the sleeve, once engaged, willremain engaged as long as the motor remains in its inoperative position. In instances where for any reason the motor G cannot operate, as when it is desired to start a dead engine by towing the car, sleeve F may therefore be engaged under manual control independently of vacuum. If the vacuum system should fail then the manual control or engagement of sleeve F will allow drive in the transmission in second, fourth and reverse by selective manual shift of sleeve 42 or gear 41.

The pivotal mounting of motor G is best illustrated in Figs. 10 and 12. The motor is mounted on a vertical pivot pin |32 which is supported between the vertically spaced horizontally projecting ears |33 ofa bracket |34 fixed to the side of 'the housing of transmission D. 'This bracket has a pair of relatively offset rear end portions |35 and |36. Bracket portion |35 provides a stop for the motor when the latter is in its normal operative position as illustrated. Bracketportion |36 anchors one end of a tension coil spring |31 the other end of which engages a lug |38 formed on the rear end region of the motor. Spring |31 normally holds motor G in the illustrated Fig. 10 position for controlling shift of sleeve F. i

In order to swing the motor about the pivot pin I 32 so as to misalign leader rod 15 and follower lever 66, the motor is provided with an actuating ear |39 slidably engaged by the rod portion |40 of a Bowden wire mechanism |4|, as seen in Figs. 1 and 13, extends to the operating knob |42 at the usual dash |43 of the vehicle. If desired, a conventional detent or equivalent mechanism |44 may be provided to releasably hold knob |42.

when pulled out by the driver. When this knob ispulled, then the adjustable abutment nuts |45 on the end of rod engage ear |39 and the entire motor unit is swung about pivot pin |32 against the restoring force of spring |31 until rod 15 is in the position 15 in Fig. l0. When in this position the spring 00 is' free to engage sleeve F whenever the sleeve is synchronized with the pinion teeth 49 as set forth in the aforesaid Neracher et al. application. When it is desired to restore the transmission to the automatic control of motor G then the operator releases knob |42 and spring |31 will restore motor G to the Fig. 10 position. If, when the knob |42 is released, the rod 15 is in its projected position, then the rod 15 will overlap lever 66 and motor G will not fully return to its Fig. 10 position under action of spring |31 until the next time that vacuum acts in chamber 80 to retract and latch rod 15. However, knob |42 is allowed to be fully released in advance of restoring the motor to its Fig. 10 position by reason of the sliding engagement between rod |40 and ear |39.

In the operation of the mechanism, the car at standstill and with the ignition switch I 0 closed and the engine idling will cause the solenoid H to be energized as in Fig. 13 because governor switch |03 is closed thereby establishing the governor Y solenoid circuit. Cylinder`80 is vented and sleeve F disengaged. TheA driver shifts sleeve 42 to either the high or low range and accelerates the car ordinarily above the critical speed of governor J thereby causing switch |03 to open. As vacuum builds up in the engine intake manifold K, plunger 81 now being lowered by spring 90 because switch |03 is open, piston 12 will be operated by vacuum thereby moving rod 14 to its Fig. 14 latched position. As soon as the driver allows the engine to coast, sleeve F will engage teeth 49 synchronously, to step-up the drive to either second or fourth although the step-up will be delayed until engine coast thereby enabling drive in the slower driving ratio of iirst or third as long as desired.

the setting of sleeve '42 l 2,277,799 lowed .to coast, then second will automatically- Then if the driver shifts become operative. l sleeve 42 forwardly-to the. high range, third will of coursebe skipped and fourth will be obtained because sleeve F will remain engaged. .Ordinarily. especially where the car is equipped with a uid coupling B, the sleeve l2 may be left inA its high range and all starts and stops made without further Shifting. This is possible owing ,Y to slippage in the nuid coupling when stopping ondabove the governor critical speed, afull depression of the accelerator' pedal will cause the transmission step-up back-to fourth or second taking place on releaseof the acceleratorpedal .with attendant synchronization of sleeve F with' teeth 43. J

When the accelerator pedal is fully depress for the kick-down, switch |20 closes thereby enmechanism and including a thrust-transmitting leader member adapted for thrust-transmittingy movement in a path containing said followe'r 4member to overcome'said biasing means, thereby to effect relative disengagement of said elements,

and for return movementto accommodate rela-.-` tive engagement 'of said elements by said biasing means; means for mounting said prime mover so as to accommodate operation thereof iny its said position and 'fo'r movement thereof to a second position wherein said leader member displaced out of said path free from thrust-transmitting relationship with respect to said follower meniber; and means for eifecting movement of saidprime mover from each of said positions to the other.

2. In a power transmission for driving a motor n vehicle having an engine; aspeed ratio varying -transmission tol step-down to third or first, the

.transmission comprising change' speed means operable .to provide step-up and step-down change, inthe speed ratio drive from the engine to the vehicle; saidchange speed means'including relatively engageable drive control elements, means biasing said elements into relatively engaging jrelationship, and a follower member operably connected to one of saidelements for effecting relative disengagement of said elements; a prime ergizing. the kick-down solenoid circuit andcausf ing solenoid .H to raise plunger 31- and release latch I9 thereby venting chamber 80. At this time the sleeve F isl under driving torque from the engine operating under wide open throttle. -However, when latch 19 is released, spring 'I3 operates rod 15 forwardly suiiiciently to close gap B2 thereby closing the interrupter switch and grounding the engine ignition system. -This relieves. the torque at sleeve E and spring 'I3 then operates to release the sleeve whereuponthe ignition is re- -stored at detent 16- and the engine -quickly speeds up' to engage overrunning clutch E for establishing the third or 'rst' driving ratio depending on operation.v Y

-011 bringing-them to ai, is clutched as in fourth for example, the govertablishing the governor solenoid circuit to. vent chamber 30 and allow Spring 13- to release sleeve This assures acceleration of the car in third,

assuming durch 42 is 1ers; in its' forward position' of shift. with automatic step-up to fourth upon release ofthe accelerator'pedal above' the speed at which governor switc'h |03 opens. e

For sustained drive in second or fourth indei pendent of vmotor G, the driver pulls knob |42 to swing motor G about pivot |32 thereby misaligning rod 15 and lever 66 whereupon spring '3 3 is free to shift sleeve F forwardly to 'itsclutclr-A ing position. Release of knob |42 restore sleeve F to control of motor G.

We claims 1. In a power transmissionfor a motor vehicle having lan'engine; a speed ratio varying Atransmission comprising change speed means .cp-`

erable to provide step-up and step-down change in the speed ratio drive from the engine to .the

vehicle; said change speed means including rela--l ,tively engageable drive controljelements, means biasingsaid elements into relatively engaging reflationship, and a follower member operably conf nected to one of said 'elements for effecting rel- -ative disengagement of said elements; a prime mover adapted to be positioned in operating remover adapted to be positioned in operating relationship with respect to said change speed mechanisml and including a thrust-transmitting leader member-adapted for thrust-transmitting movement ina path containingsaid follower member to overcome said biasing means, thereby to effect relative disengagement of said elements, and for return movement .to accommodate relative engagement ofsaid elements by said biasing means; 'means for mountingsaid prime mover so as to accommodate operation thereof in its said prior to the kick-down position andv for movement thereof to a second position wherein said leader member is displaced.

' out of said path freeI from thrust-transmitting relationship with'respect to said follower member; afspring' yieldingly holding said prime mover in its said first position; and means operable Vnor J will direct a step-down shift inthe trans- `missionby closing governor switch |03 and esunder control ofthe vehicle driver Afor moving said prime mover from'its said first position to its said second position.

3. In'a power transmission for driving a motor vehicle having an engine; a speedratio varying transmission comprising change speed means Y operable to provide step-up and step-'down change in the speedratio drivefroni the engine tothe vehicle; a prime mover adapted to'4 b'e positioned in operating relationship with respect to 'said change speed mechanism for controlling operation thereof; means for mounting said prime mover so as to accommodate operation thereof in its said position and for vmovement thereof to a second position out of said operation relationship; and means for effecting movement of said prime mover vfrom each of said positions to the other; said change speed means comprising means operating when said prime mover is'moved to its said second position for effecting sustained drive relationship `in said transmission.

4.In a power transmission for driving a moj tor vehicle having an engine;' a speed ratio varying transmission comprising change speedv means operable to provide step-up and step-downI change in the speed ratiodrive from the engine -to the vehicle, said change speed means compris- -in'ga follower operating element adapted for operation to change said speed ratio drive; a' prime mover comprising a leader operating element carlauship with respect to said :change speed 75 ried thereby .and adaptedto operate said follower- ..e1ement; means for mounting said prime mover ing an engine; a driving structure adapted to receive drive from the engine; a driven structure adapted to receive drive from the driving structure for driving the vehicle; means operable to establish a speed ratio drive relationship between the driving and driven structures and including positively engageable drive control elements one of which is shiftable into engagement with the other to establish said speed ratio drive and out of engagement with said other drive control element to release said speed ratio drive; a follower member having a thrust-receiving portion operably connected to said shiftable element; a leader member having a .thrust-imparting portion adapted to transmit thrust to the thrust-receiving portion of said follower member; a vacuum motor for operating said leader member; means for mounting said motor for swinging movement thereof for selectively establishing either an operative r an inoperative thrust-transmitting relationship between said leader and follower portions; said motor comprising thrust-applying means for said leader member operable,-when said operative thrust-transmitting relationship is established,y to cause thrust of said follower member so as to shift said shiftable element out of said engagement; means for imparting said swinging movement to said motor thereby to establish said inoperative thrust-transmitting relationship; and means yieldingly acting on said shiftable element for effecting said engaging shift thereof when said inoperative thrust-transmitting relationship is established.

6. In a motor vehicle power transmission having an engine; a driving structure adapted to receive drive from the engine; a driven structure adapted to receive drive' from the driving structure for driving the vehicle; means operable to establish a speed ratio drive relationship between the driving and driven structures and including positively engageable drive control elements one of which is shiftable into engagement with the other to establish said speed ratio drive and out of engagement with said other drive control element to release saidv speed ratio drive; prime mover means comprising a leader member operable to control said shift of said shiftable element and adapted for movement between operative and released positions y thereof respectively correspondingto engagement anddisengagement of 'said shiftable element as aforesaid; spring means yieldingly urging said leader member to its said i released position; means comprising a follower member operably connected with said shiftable element; second spring means acting with less force than therst said spring means to urge said engagement of said shiftable element; means for mounting said prime mover means for movement thereof relative to said follower member;

means operable under control-oi?4 the vehl'e driver for effecting movement of said prime mover means on its said mounting means so as to provide either an operative relationship between said leader and follower members such that movement of said leader member to its said released position by the first said spring means will operate said follower member in opposition to said second spring means to cause said disengagement of said shiftable element, `or an inoperative relationship between said leader and follower members such that with said leader member remaining in its said released position engaging shift of said shiftable element by said second spring means is accommodated; and means for controlling operation of said prime mover means.

7. In a motor vehicle power transmission having an engine; a driving structure adapted to reccive drive from the engine; a driven structure adapted to receive drive from the driving structure for driving the vehicle; means operable to establish a speed ratio drive relationship between the driving and driven structures and including positively engageable drive control elements one of which is shiftable into engagement with the other to establish said speed ratio drive and out of engagement with sai'd other drive control element to release said speed ratio drive when torque transmission between said drive control elements is diminished; prime mover means comprising a leader member operable to control said shift of said shiftable element and adapted for movement between operative and released positions thereof respectively corresponding to engagement and disengagement of said shiftable element as aforesaid; spring means yieldingly vurging said leader member to its said released position; releasable holding means adapted to releasably hold said leader member in its saidoperative position, and when released, to accommodate movement of said leader member to its said released position by said spring means; means comprising a follower member operably connected with said shiftable element; second spring means acting with less force than the first said spring means to urge said engagement of said shiftable element; means for mounting said prime mover means for movement thereof relative to said follower member; means operable under control of the vehicle driver for effecting movement of said prime mover means on its said mounting means so as to provide either an operative relationship between said leader and follower members such that movement of said leader member to its said released position by the rst said spring means will operate said follower member in opposition to said second spring means to cause said disengagement of said shiftable element, or an inoperative relationship between said leader and follower members such that with said leader member remaining in its said released position engaging shift of said shiftable element by said second spring means is accommodated; a vehicle drive central element adapted for manipulation by the vehicle driver; and means operable in response to driver manipulation of said control element for controlling said holding means and effecting momentary diminution of said torque transmission.

8. In a motor vehicle power transmission having an engine; a driving structure adapted to receive drive from the engine; a driven structure adapted to receive drive from the driving structure for driving the vehicle; means operable to establish a speed ratio drive relationship between the driving and driven structures and including positively engageable drive control elements one of which is shiftable into engagement with the other to establish said speed ratio drive and out of engagement with said other drive control element to release said speed ratio drive when torque transmission between said drive control elements is diminished; prime mover means comprising a leader member operable to control said shift of said shiftable element and adapted for movement between operative and released positions thereof respectively correspond- -ing to engagement and disengagement of said shiftable element as aforesaid; spring :means yieldingly urging said leader member to its said released position; means comprising a follower member operably connected with said shiftablev element; second spring means acting with less force than the first said spring means to urge said engagement of said shiftable element; means for mounting said prime mover means for movement thereof relative to fsaid follower member;

means operable under control of the vehicle driver for effecting movement of said prime mover means on itsv said mounting means so as to provide either an operative relatioship between said leader and follower members such that movement of said leader member to its said re-I leased position by the first said spring means will operate said follower member in opposition to will move said leader member relative to lsaid follower member in taking up saidlost motion until said thrust-transmitting relationship is established; and means for varying torque transmission between said drive control elements in response to said movement of said leader member relative to said follower member.

10. In a motor vehicle power transmission having an engine; a driving structure adapted to receive drive from the engine; a driven structure adapted to receive drive from the driving struc- 'ture for driving the vehicle; means operable to ing. portion adapted to transmit thrust to the thrust-receiving portion of said followerl member; a vacuum motor for operating said leader member; means for mounting said motor for swinging movement. thereof for selectively estabsaid second spring means to cause said disengagement of said shiftable element,` or an inoperative relationship between said leader and follower members such that with said leader member remaining in its said released position engaging shift of said shiftable element by said second springl means is accommodated; and vehicle speed responsive means for controlling operation of said prime mover means and effecting momen'- tary diminution of said torque transmission.

9. In a motor vehicle power transmission having an engine; 4a driving structure adapted to receive drive from theengine; a driven structure adapted to receive drive from the driving structure for driving the vehicle; means operable to establish a speed ratio drive relationship between the driving and driven structures and including positively engageable drive control elements one of which is shiftable into engagement with. the other to establish said speed ratio drive and out of engagement with. said other drive control element to release said speed ratio drive; a follower member having a thrust-receiving portion operably connected to said shiftable element; a

leader member having a thrust-imparting por-- t tion adapted to transmit thrust to the thrustreceiving portion of said follower member; a vacuum motor for operating said leader member; means for mounting said motor for swinging movement thereof for selectively establishing either anoperative or an inoperative thrusttransmitting relationship between said leader vand follower portions; said motor comprising thrust-applying means'for said leader member operable, when said operative thrust-transmitting relationship is established, to cause thrust of said follower member so as to shift said shiftable element out of said. engagement; means for imparting. said swinging movement to said motor thereby `to establish said inoperative thrusttransmitting relationship; means yieldingly actmember in lost motion relationship with respect 4 `to said follower member such that on venting said vacuum means, said thrust-.applying means lishing either an operative or an inoperative thrust-transmitting relationship between said leader and follower'portions; said motor compris- I ing thrust-applying means for said leader member operable, when said operative thrust-transmitting relationship is established, to cause thrust of said follower member so as to shift said shiftable element out of said engagement; means for imparting said swinging movement to said motor thereby to establish said inoperative thrust-transmitting relationship; means. yieldingly acting on said shiftable element for effecting said engaging shift thereof when said inop erative thrust-transmitting relationship is established; said motor comprisingvacuum means operable to retract said leader member in lost motionI relationship with respect to said follower member such that on venting said vacuum means, said thrust-applying means will move means for varying torque transmission between said drive control elements in response to said moveement of said leader member relative to said follower member; means operable to releasably hold said leader member when the latter is retracted asaforesaid; and vehicle speed responsive means for controlling said holding means.

11. In a motor vehicle power transmission having an engine; a driving structure adapted to receive drive from the engine; a driven structure adapted to receive drive from the driving structure for driving the vehicle; means operable to establish a speed ratio drive relationship between the driving and driven structures and including positively engageable drive control elements one of which is shiftable into VVengagement with the other to establish said lspeed ratio drive and out of engagement with said other drive vcontrol element to release said speed ratio drive; [a follower member having a thrust-receiving portion operably connected to said shiftable element; a leader member having a thrust-imparting `portion adapted'to transmit thrust to the thrustreceiving portion of 'said follower member; a vacuum motor for operating said leader member; means for mounting said motor for swinging movementl thereof for selectively establishing either an operative or an inoperative thrusttransmitting relationship between said leader and follower portions; said motor comprising thrustapplying means for said leader member operable, when said operative thrust-transmitting relationship is established, to cause thrust of said follower member so as to shift saidshiftable element out of said engagement; means for imparting said swinging movement to said motor thereby to establish said inoperative thrust-transmitting relationship; means yieldingly acting on said shiftable element for effecting said engaging shift thereof when said inoperative thrust-transmitting relationship is established; said motor comprising vacuum means operable to retract said leader member in lost motion relationship with respect to said follower member such that on venting said vacuum means, said thrustapplying means will move said leader member relative to said follower member in taking up said lost motion until said thrust-transmitting relationship is established; means operable to vent said vacuum means; means -for varying torque transmission between said drive control elements in response to said movement of said leader member relative to said follower member; a vehicle drive control element adapted for manipulation of the vehicle driver; and means operable in response to driver manipulation of said control element for controlling operation of said venting means. 12. In a motor vehicle power transmission having an engine; a driving structure adapted to receive drive from the engine; a driven structure adapted to receive drive from the driving structure for driving the vehicle; means operable to establish a speed ratio drive relationship between the driving and driven structures and including positively engageable drive controlelements one of which is shiftable into engagement with the other to establish said speed ratio drive and out of engagement with said other drive control element to release said speed ratio drive; Aprime mover means comprising a leader member operable to control said shift of said shiftable element and adapted for movement between operative and released positions thereof respectively corresponding to engagement and disengagement of said shiftable element as aforesaid; spring means yieldingly urging said leader member to its said released position; means comprising a follower member operably connected with said sniftable element; second spring means acting with less force than the rst said spring means to urge said engagement of said shiftable element; means for mounting said prime mover means for movement thereof relative to said follower member; and means operable under control of the vehicle driver for eecting movement of said prime mover means on its said mounting means so as to provide either an operative relationship between said leader and follower members such that movement of said leader member to its said released position by the rst said spring means will operate said follower member in opposition to said second spring means to cause said disengagement of said shiftable element, or an inoperative relationship between said leader and follower members such that with said leader member remaining in its said released position engaging shift of said shiftable element by said second spring means is accommodated.

receiveA drive from the engine; a driven structure adapted to receive drive from the driving structure for driving the vehicle; means operable to establish a speed ratio drive relationship between the driving and driven structures and including positively engageabl-e drive control elements one of which is movable relatively to the other to establish and release said speed ratio drive; prime mover means operable to control driveestablishing and drive-releasing movement of said movable drive control element, said prime mover means comprising a leader part movable from a rst position to a second position to accommodate drive-establishing movement of said movable drive control element; a first spring yieldingly urging said leader part toits said first position; a follower part operably connected to said movable drive control element and adapted for movement from a first position to a second position for imparting drive-releasing movement to said movable drive control element; a second spring acting with less force than the said first spring to yieldingly urge said follower part to its said first position; means for mounting said prime mover means for movement thereof relative to said follower part; and means operable under control of the vehicle driver for effecting movement of said prime mover means on its said mounting means so as to provide either an operative relationship between said leader and follower parts such that movement of said leader part from its said second position to its first position by the said first spring will operate through said follower part to move the latter from its said rst position to its second position and accommodating movement of said leader part from its said first position to its second position while said follower part remains approximately in its said second position, or an inoperative relationship between said leader and follower parts such that movement of said follower part from its said second position to its rst position by said 13. In a motor vehicle power transmission havsecond spring is accommodated while said leader part remains in its said first position.

14. In a motor vehicle power transmission having an engine; a driving structure adapted to receive drive from the engine; a driven structure adapted to receive drive from the driving structure for driving the vehicle; means operable to establish a speed ratio drive relationship between the driving and driven structures and including positively engageable drive control elements one of which is movable relatively to the other to establish and release said speed ratio drive; a pressure fluid motor operable to control driveestablishing and drive-releasing movement of said movable drive control element, said motor comprising a piston operable by pressure fluid from a first position to a second position thereof; a spring yieldingly urging said piston to its said first position; piston operated means for transmitting movement from said pistony to said movable drive control element and adapted for movement from a, first position to a second position for imparting drive-releasing movement to said movable drive control element; yielding means operating to urge drive-establishing movement of said movable drive control element when said piston is operated by pressure :duid and so constructed and arranged as to accommodate pressure fluid operation of said piston in advance of drive-establishing movement of said movable drive control element; means for mounting said motor for swinging movement; and manually controlled means operable by the vehicle driver for imparting swinging movement to said motor thereby to accommodate drive-establishing movement of said movable drive control element by said yielding means independently of pressure uid operation of said piston. f

15.v In a power transmission for driving a motor vehicle having vran engine; a speed ratio varying transmission comprising change speed means operable to provide step-up and step-down change in the speed ratio drive from the engine to the' vehicle; said change speed means including relatively engageable drive control elements, means biasing said elements into relatively engaging relationship, and a follower member operably connected to one of said elements for eiecting relative disengagement of said elements; a thrusttransmitting leader member adapted for thrusttransmitting movement in a path containing said follower member to overcome said .biasing means, thereby to effect relative disengagement of said elements, and for return movement to accommodate relative engagement of said elements by said biasing means; and means for mounting said leader member for displacement between two positions in one of which said leader member is disposed for thrust-transmitting movement in said path and in the other of which said leader member is displaced out of said path free from thrust-transmitting relationship with respect to said follower member.

16. In a power transmission according to claimv 15; means acting to bias said leader member for its said thrust-transmitting movement, this biasing means acting to overcome the rst said biasing means as aforesaid; and power means for effecting said return movement of said leader member against the action of the second said biasing means.

17. In a power transmission according to claim l5; means acting to bias said leader member for its said thrust-transmitting movement, this biasing means acting to overcome the rst said biasing means as aforesaid; vacuum applying means for eecting said return movement of -said leader member against the action of the second said biasing means; and means for releasably holding said leader member in its position of return movement independently of said vacuum applying means.

AUGUSTIN J. SYROVY. TENO IAVELLI. 

